Valve and valve-gear of internal-combustion engines.



L. WYGODSKY. VALVE AND VALVE GEAR OF INTERNAL COMBUSTION ENGINES.

APPLICATION FILED DEE-26, I913. 1,156,123 Patented 0ct. 12, 1915.

UNITED STATES PATE T omen.

LEON WYGODSKY,-OFNEW YORK, N. Y., ASSIGNOR TowYGoDsKY ENGINE COMPANY, or

- 1 NEW YORK, N. Y., A ooRroiaA'rIoN or D LA ARE.

Specification of Letters Patent.

Patented Oct. 12, 1915.

Original application filed August 30,1911, Serial No. 646,888. Continuation application filed March 21, 1913, Serial No. 755,950. Divided and this application filed December 26, 1913. Serial No. 808,901.

To all whom it may concern: a

Be it known that I, LnoN WYGODSKY, a subject of the Czar of Russia, and a' resident of New ,York, in the county of New York and State of New York, have invented certain new and. useful Improvements in Valves and Valve-Ge r of Internal-Combustion Engines, of whi h the following is a specification. My invention relates to improvements in internal combustion engines, and particularly to the valves and valve gear of such engines, and comprises an auxiliary or supplemental exhaust valve, with means for opening same somewhat in advance of the opening of the main exhaust valve and with means for opening same, when desired, during a portion of the compression stroke of the engine, together with means for opening such supplemental exhaust valve by hand or otherwise than by the action of positively driven valve gear, when desired. This auxiliary or supplemental exhaust valve is commonly located, in the case of a horizontal engine cylinder, in the extreme lower part of such cylinder, and at the end thereof, and has a number of important functions, since it acts (1) as a relief valve to reduce the work required for the opening of the main exhaust valve; (2) as a scavenging valve; (3) as an auxiliary exhaust valve; (4) as a safety valve; (5) as a start ing valve; (6) as a blow-off valve or compression-relief valve to reduce the labor required to turn the engine by externally applied power and to avoid occasion for blocking open the main exhaust valve when the engine is to be so turned over; and (7 to facilitate stopping the engine at the starting position.

The objects ofmy invention are, to reduce the power required for the opening of the main exhaust valve, to provide efficient means for scavenging the engine; to provide for the thorough exhausting of the burnt gases of the engine; to prevent injury to the engine due to excessive pressures in the engine cylinder; to facilitate the starting of the engine; to make it easier to turn the engine over by externally applied power; and to avoid occasion for blocking open the main exhaust valve at times; to facilitate the fitoppingof the engine at the starting position or any other desired position; and to accomplish the above objects by simple means devoid of complication and adding very llttle to the expense of construction.

I will now. proceed to describe my invention with reference tothe accompanying drawings, and will then point out the novel feaures in claims.

In the drawings: Figure 1 shows a vertition and partialsection, on a scale larger than Fig. 3, of the mechanism for operating the auxiliary exhaust valve, showing means for shifting the cam-operated roller to one side or the other.

In the accompanying drawings I have illustrated my invention as embodied in a four-cycle horizontal internal combustion engine of the injection type; i. e., of the type in which fuel is injected under pressure into a combustion chamber; but it will be understood that my invention is not limited to application to engines of this particular type, but is applicable to internal combustion engines generally.

In the drawings 5 designates the combustion chamber of the engine, provided at its bottom with a main exhaust valve 6 normally held closed by a spring 6 and provided at its top with a valve cage 7 containing an air admission valve 8 and an air port 9, the valve 8 being normally held closed by a spring 8*. I have not illustrated valve gear for operating these valves 6 and 8, but it may be understood that such valves may be operated by any ordinary or suitable valve gear.

The back of the combustion chamber contains a sprayer 10, which may be of thetype covered by my Patent No. 971,954, dated October 4, 1910; and just in front of this sprayer is an ignition device 10, which may customarily provided in many large internal combustion engines.

12 designates an engine piston.

In the bottom of the annular chamber 11 is situated the auxiliary exhaust valve 14 forming, in its combination with the cylin- 'der and valve gear, the subject matter of the present application. Whereas the main exhaust valve 6 is arranged to open inwardly, as is commonly the case with exhaust valves, this auxiliary or supplemental exhaust valve 14 is arranged to open outwardly. It is normally held closed by a spring 20 acting upon a lever 21 engaging the stem of the valve 14. This auxiliary exhaust valve is arranged to be opened and slightly in advance of the opening. of the main exhaust valve, by a boss 23 of a cam 25 mounted on the usual cam shaft 25 and arranged to engage at suitable times an antifriction roller 22 mounted on the outer end of the lever 21. This cam 25 is also provided with another cam boss 24, and as shown particularly in Fig. 3, the roller 22 is arranged to be moved axially so that said roller may be engaged either by the cam boss 23, or by both the cam bosses 23 and 24. Any suitable means may be employed for facilitating the shifting of the roller 22 and for fastening it in the one position or the other. I have indicated in Fig. 4 that the axle on which the roller 22 turns is provided with two holes, 22 and 22 in one or the other of which a pin 22 may be inserted, to hold said roller in the one position or the other.

It will be observed that the valve 14 will open automatically in case sufficient pressure develops within the engine cylinder at any time to overcome the pull of the spring 20: The valve 14 is therefore a safety valve,

as well as an auxiliary or supplemental exhaust valve. I have also illustrated means for opening the valve 14 by hand, such means comprising a hand lever 26 provided with a cam portion 27 which cam portion is adapted, when the lever 26 is swung upward, to press down a push rod 28 against a stop pin 29, carried by the lever 21, and so to open said valve 14. A spring 28 tends to hold the push rod 28 up. The lever 26, the push rod 28, and the spring 20 are all mounted on a side shaft bracket 30 forming a part of the engine frame (not shown). The discharge past the auxiliary valve 14 is directed through a passage 31 to the main exhaust chamber 32 of the cylinder head.

The main exhaust valve 6 of necessity must have considerable area, since it must not restrict materially the exhaust of the burnt gas after the pressure in the engine cylinder has been relieved as a result of the first opening to exhaust. Except for the provision of the auxiliary exhaust valve 14,

considerable power would'be required for the opening of the main' exhaust valve 6 against the pressure remaining in the engine cylinder at or near the end of the expansion stroke; and therefore a relatively massive valve gear would be required to open the main exhaust valve (3, and undue wear of the engine mechanism would take place at the moment of opening of the main exhaust valve. This is a common fault of internal combustion engines. A relatively small auxiliary exhaust 'alve such as the valve 14, will serve adequately to release the pressure in the engine cylinder, near the end of the expansion stroke, and this small auxiliary exhaust valve may be open by the expenditure of very little power; and moreover, this auxiliary exhaust valve may open outwardly so that the pressure in the engine cylinder against such auxiliary exhaust valve-helps to open it. Once the pressure in the engine cylinder has been relieved by the opening of such auxiliary exhaust valve, the main exhaust valve may be open with the expenditure of relatively little power, and there fore massive valve gear for the opening of the main exhaust valve is not required and the proportion of the wear at the moment of the opening of the main exhaust valve is very small indeed.

The auxiliary exhaust valve 14 being located at the lowest point in the engine cylinder, any unconsumed oils or solids will naturally be blown, by the burnt gas escaping past valve 14, out of the cylinder and past such exhaust valve. so that the engine cylinder is thoroughly scavenged of unburnt oil or solids at the end of each expansion stroke and during the ensuing exhaust stroke, since the valve 14 is kept open during the exhaust period and is closed at about the time the main exhaust valve 6 closes. Therefore the piston 12 of the engine tends to sweep deposits on the cylinder wall toward the port .of the auxiliary exhaust valve and so out of the cylinder. The thorough removal from the cylinder of all unconsumed oil or deposits is the more thorough, because, the diameter of the valve 14 being relatively small, the velocity of the gases passing it is relatively high.

The same valve 14 is used as a starting valve to reduce the compression of the engine during starting, and so to facilitate the passing of the rear dead center at the end of the compression stroke. To this end, the roller 22 is shifted so that it is operated by both cam bosses 23 and 24. The cam boss 24 holds the auxiliary valve 14 open during the earlier portion of the compression stroke, thereby permitting some escape of air during the compression stroke, and thereby reducing the compression pressure reached in the engine cylinder at the end of the compression stroke.

In the case of large internal combustion obviates necessity of its occasion for blocking open the main exhaust valve 6, under these conditions, for, by ralsing the lever 26, the valve 14 is opened, and the opening thus afforded is sufiicient to prevent compression within the engine cylinder during slow turning over of the engine by hand or by other externally applied power. The auxihary valve 14 furthermore constitutes a convenient means to facilitate stopping the engine in the starting position or in any other desired position. In stopping an engine of this type, the common practice is to cut off the supply of fuel, after which the fly wheel continues to rotate for some time, due to the inertia it has acquired, until finallythe inertia of the fly wheel is unable to overcome the compression pressure near the end of the compression stroke of the piston. The fly wheel then comes to rest, but immediately starts in backward rotation, due to the expansion of the air compressed within the cylinder, and rotates backward until the piston again compresses air in the cylinder. The inertia of the fly wheel being, of course, insuflicient to enable the piston to complete this backward compression stroke, said piston comes to rest near the end of such stroke;

and if, just as the piston s'o comes to rest, the auxiliary valve 14 be opened, by raising the lever 26, so releasing the pressure within the cylinder, the piston and fly wheel remain in such position with the parts of the engine in about the proper position for starting. By proper opening of the auxiliary exhaust valve 14 by hand, the piston may also be arrested in various other positions, when desired.

This application is a division of my application for Letters Patent filed March 21, 1.913, Sr. No. 755,950, itself a continuation of my application filed August 30, 1911, Sr. No. 646,888, in both of which prior applications the said auxiliary exhaust valve is illustrated and described.

What I claim is:

1. An internal combustion engine comprising in combination an engine cylinder, a combustion chamber communicating therewith, a main exhaust valve opening from the combustion chamber and a sup" lemental exhaust valve of smaller diameter than the main valve, opening from the cylinder; said cylinder provided with a supplemental exhaust passage, in which such supplemental exhaust valve is located, which supplemental exhaust valve is in unobstructed communication, except as to the closing of such pasmental exhaust valve located at the bottom of if said cylinder, and of smaller diameter than the main exhaust valve, and a supplemental exhaust passage leading from said supplemental exhaust valve to said main exhaust passage; such supplemental exhaust passage being in unobstructed communication, except as to the closing of such passage by such supplemental exhaust valve, with the engine cylinder, at all times; whereby the supplemental exhaust valve acts also as a relief valve- 3. An internal combustion engine comprising in combination an engine cylinder, a combustion chamber communicating with the engine cylinder, a main exhaust valve opening from said combustion chamber, a supplemental exhaust valve opening from the engine cylinder, and means for opening said supplemental exhaust valve in advance of the opening of the main exhaust valve; said cylinder provided with a supplemental exhaust passage, in which such supplemental exhaust valve is located, which supplemental exhaust valve is in unobstructed communication, except as to the closing of such passage by such supplemental exhaust valve, with the engine cylinder, at all times; whereby the supplemental exhaust valve acts also as a relief valve.

4. An internal combustion engine comprising in combination an engine cylinder, a piston therein, a removable head for said cylinder having in it a main exhaust valve and a main exhaust passage, said cylinder head having a recess forming substantially a continuation of the engine cylinder, and a supplemental passage leading from such recess of the cylinder head to the main exhaust passage of said cylinder head, and a supplemental valve normally closing said supplemental passage.

5. An internal combustion engine comprising in combination an engine cylinder, a main exhaust valve therefor, and a supplemental exhaust valve of smaller diameter than the main valve, and means for opening said supplemental valve in advance of the opening of the main valve, whereby the pressure in the cylinder is released prior to the opening of the main exhaust valve; said cylinder provided with a supplemental exhaust passage, in which such supplemental exhaust valve is located, which supplemental exhaust valve is in unobstructed communication, except as to the closing of such passage by such supplemental exhaust valve, h e engine cyl de at a l time whereby the supplemental exhaust valve acts also as a rehef valve.

6. .\n internal combustlon englne comprising in combination an engine cylinder, a

main exhaust valve therefor, and a supplemental exhaust valve located at the bottom of said cylinder, and of smaller diameter than the main exhaust valve, and means for opening said supplemental valve in advance of the opening of the main exhaust valve, whereby the pressure in the cylinder is relieved prior to the opening of the main exhaust valve, and whereby non-gaseous material is discharged from the cylinder; said cylinder provided with a supplemental exhaust passage, in which such supplemental exhaust valve is located, which supplemental exhaust valve is in unobstructed communication. except as to the closing of such passage by such supplemental exhaust valve, with the engine cylinder, at all times; whereby the supplemental exhaust valve acts also as a-relief valve.

7. An internal combustion engine comprising in combination an engine cylinder, a main exhaust valve therefor. a main exhaust passage, a supplemental exhaust passage leading from said cylinder to said main exhaust passage, and a supplemental exhaust valve normally closing said supplemental exhaust passage, and means for opening said supplemental exhaust passage in advance of the opening of the main exhaust valve; such supplemental exhaust passage being in unobstructed communication, ex-' cept as to the closing of such passage by such supplemental exhaust valve, with the engine cylinder, at all times: whereby the supplemental exhaust valve acts also as a relief valve.

8. An internal combustion engine comprising in combination an engine cylinder, a main exhaust valve therefor, a supplemental exhaust valve of smaller diameter than the main valve, means for opening said supplemental valve in advance of the opening of the main valve, whereby the pressure in the cylinder is released prior to the opening of the main exhaust valve, and hand operated means for opening such supplemental exhaust valve independently of the action of such first named means for opening said supplemental valve.

9. An internal combustion engine comprising in combination an engine cylinder, a main exhaust valve therefor, a supplemental exhaust valve of smaller diameter than the main valve, and means for operating said supplemental valve comprising a cam arranged to open said supplemental exhaust valve prior to the opening of the main exhaust valve, and also to open said supplemental exhaust valve and hold it open during a portion of the compression period in the engine cylinder.

10. An internal combustion engine comprising in combination an engine cylinder, a main exhaust valve therefor, arranged to open inward, and means tending to hold said main exhaust valve closed, asupplemental exhaust valve of smaller diameter.

than the main valve, arranged to open outwardly, pressm-e-exerting means tending to hold said main valve closed, whereby in the event of development of abnormal pressure in the engine cylinder the supplemental exhaust valve will open, and means for opening said supplemental valve automatically in advance of the opening of themain exhaust valve.

11. An internal combustion engine comprising in combination an engine cylinder, a valve therefor, a pivoted lever connected to said valve and adapted to operate same, a spring acting to hold the valve closed, a slide rod adapted to act on said lever to open said valve and a pivoted hand lever having a cam portion engaging one end of said slide rod and adapted, when the hand lever is moved in one direction, to move said slide rod to operate sald valve lever and hold said valve open.

In testnnony whereof I have signed this speclfieation 1n the presence of two subscribing witnesses.

LEON VYGODSKY.

\Vitnesses:

H. M. MARBLE, PAUL H. FnAxKn. 

